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Looking for a Plug and Play 6L80/90 solution for your vehicle?
Not sure if a 6 speed automatic is right for you?
RWD or 4WD?
24x or 58x LS Engines?
EFI or Carb?
We've got you covered.
We now are TAKING ORDERS on Plug & Play systems for all SBC-BBC, Buick-Olds-Pontiac-Cadillac, Atlas I4-5-6, and Small Block Ford engine bellhousing bolt patterns.
These are the basic hardware components necessary to physically mate a 6L80/90E transmission to anything from RWD to AWD/4WD, from GMT355/360/365 (Saab 9-7x, Isuzu Ascender, Oldsmobile Bravada, GMC Envoy, Buick Rainier, ChevyTrailblazer, SSR, Chevy Colorado/GMC Canyon/Hummer H3) to 04-06 GTO's to 99-2009 C/K,GMT800/900, Hummer H1/H2. In most applications, this system maintains factory rear driveshaft and front propeller shaft lengths, positioning, and pinion angles.
+Decent compromise transmission (performance, cost, & fuel efficiency)
+Lots of cores & aftermarket performance parts
-Moderate strength transmission in stock form
-Requires expensive rebuilding to make reliable
-Large RPM drop in 1-2 gear shift
VERDICT-Best compromising solution when choosing to use widely available parts -Best compromising solution when choosing NOT to change ANY other vehicle components
+Unmatched torque capacity
+Evenly spaced forward gear ratios
+Lots of cores & aftermarket performance parts
-Least torque multiplication. Installation often requires expensive changes to overall drivetrain (Camshaft, Torque Converter, Axle ratio) to maintain or gain performance. Swapping in this transmission WILL make your vehicle accelerate slower (from standstill AND consume more fuel (in O/D).
-Worst O/D gear ratio
-Can require rewiring and standalone control module
-Usually requires new/modification to crossmember
VERDICT-Best solution when engine output currently or will potentially exceed 600 hp/tq -Best upgrade solution for drag racing vehicle that sees limited pleasure street driving use
OMEGA 6 (UPGRADE/SWAP)
+Gain of up to 7% in acceleration times from transmission swap alone (MaxChevy.com 3/07)
+Superior torque capacity to 4L60/65/70E in stock form
+FOUR evenly spaced forward gear ratios (Less work required of engine) +TWO overdrive gear ratios (Best fuel economy potential)
+4.02 first gear ratio (unmatched torque multiplication from launch)
+Superior aftermarket performance parts (Only the best manufacturers are offering upgrade components)
+Electronically controlled tap up/down shifting with gear hold
+Plug & Play connectivity with TBMSport Interface Module
- Requires specialized & experienced 6L80/90 program tuner to maximize performance benefits
+Best bang for the buck single bolt-in component (Increased torque capacity, Oil cooling capacity, Increased acceleration & lower highway speed RPM)
+Best overall upgrade solution for street driven vehicles under 600hp/tq engine
+Best manual transmission alternative for road course racing
+Best street driven off-road vehicle solution (rock crawling 1st gear ratio, electronic gear hold, double O/D) gears)
Making the world's FIRST 4WD conversion of a 6 speed automatic into a vehicle that was not designed for it WITH FACTORY CRUISE CONTROL, Gear Hold, Traction/Launch Control and all original interior features fully functioning was no easy feat!
However, having successfully completed a 4L70E four speed automatic transmission to a 6L80E six speed automatic transmission in our project Trailblazer rewarded TBMSport with a tremendous accomplishment that we are now ready to share the benefits with you, the enthusiast.
While the world has come to embrace and offer solutions for installing GM's LSX engines into almost any vehicle, the differences between the 6L80/90E transmission and 4L60/65/70/80E transmissions have perplexed the aftermarket for several years and created a major void in the GM performance world. Concerns about installation fitment and functionality have discourage many from considering the swap as transmission alternative. Those who recognized, desired, embraced the 6L80/90E provided benefits were stuck with a handful of expensive and/or incomplete ECM/Harness solutions that were often only able to be installed as a full powertrain and harness system in pre-OBDII emission controlled vehicles.
If enthusiasts had a late model OBDII EFI vehicle, such as our project Trailblazer, they were stuck with their 4 speed automatics or forced to lose accustomed functions such as cruise control. As a result of this, few have experienced the potential gains in performance, driving dynamic and fuel economy that this independent transmission swap can provide. Fewer have come to appreciate the overall bang-for-the-buck cost savings that makes this conversion a top MUST DO on any enthusiasts TO DO list.
All of that has now changed. The rules and assumptions of bang-for-the-buck performance vs. daily driveability compromise have been officially rewritten.
For the following reasons, TBMSport felt that it was necessary to rid the GMT360 platform of the 4 speed automatic transmission, known as the 4L65/4L70, with GM's latest and truly greatest 6 speed automatic transmission, the 6L80/6l90.
A) 4L65/70's just cannot repeatedly stand up to the power and weight of these vehicles under hard use. This will result in repeatedly rebuilding the transmission.
B) 4 speed autos drop the engine RPM out of its torque band during shifts, causing anything from too much shock to the gears/shafts, too much work load to the engine, to too much torque converter heat build up.
C) The 6L80/90 comes from the factory behind engines making more power than GMT360's and vehicles weighing more than GMT360's
D) The 6L's are clutch trannys that automatically, with the computer control, adjust the clutches so you maintain the same consistent shifting as the clutches wears
E) For the most severe applications, the only upgrade necessary will be stronger clutch discs; which are available
F) The transmission swap cost is equal to or less than the cost of rebuilding the factory 4L65/70 (w/ torque converter) and will last longer
G) Keeping current axle gear ratios will result in improved acceleration and fuel economy
H) 4L80/85 transmissions are expensive, reduce 1st-3rd gear acceleration through less torque multiplication, (giving the impression of sapping a lot of overall engine power), and increase fuel consumption
I) To swap the 6L80/90 transmission into these means less money in the long run with other mods, from forced induction to cam to exhaust. Do a transmission mod ONCE.
Omega 6 Speed Automatic Conversion Systems consists of the following:
-GM-based Six Speed Automatic Transmissions (RWD 4WD in power applications up to 1000 HP/TQ)
-Bolt-in and/or plug & play components (Engine/Transmission Modules, harness, and hardware components to properly maintain drivetrain component alignments)
-Application for AWD & RWD trucks and cars
-GM ECM 24X and 58X reluctor ring engine/vehicle compatibility
-Tap up/Tap Down
-Carburetor or Standalone engine management applications
"Plug and Play" means different things to different people and companies. Therefore we felt it was necessary to define what it means to TBMSport.
"Plug and Play" installation means CONSIDERATION.
THAT is what TBMSport's definition of "Plug and Play" means.
Due to the interest in and success of our 6L80E/90E conversion projects using a Small Block Chevy engines (58X/24X Gen III+, Gen II, and Gen I) we have discovered a BIG PROBLEM.
Even though we can now independently manage the 6L80/90 transmission, not everyone drives a SBC vehicle and not all vehicles (SBC or otherwise) have the transmission tunnel space capacity to accommodate a tall & long 6L80/90 transmission.
So we looked into the matter and the "simple mission" began: fit a modern, cost effective, and high performance-ratio 6 speed automatic transmission system (transmission & controller) in the space where one has or could reasonably fit a GM TH-400/4L80-E transmission. But we didn't stop there. Why should only Chevy V6/V8 gas powered vehicles have all the fun? How many non-SBC engines are running around in traditional, low profile, small capacity transmission tunnel vehicles?
After lenthgy research, we decided that the only solution would be to introduce another TBMSport exclusive: a low profile 6-speed automatic transmissions that will fit in your traditional late model rear drive application with little-to-no floorpan modification. And with TBM Plug and Play installation ease.
Now is your chance to get the legendar 6L80E/90 transmission performance in your favorite late model RWD/RWD vehicle. Be it the late model GM Diesel 6.5L, Ford/Mercury/Lincoln OHV 302/351, Mopar/Dodge/Chrysler/Plymouth 318/340/360/383/426/440, Buick/Oldsmobile/Pontiac/Cadillac 231/350/400/425/455/500.
Your classic engine already makes the HP/TQ to run with modern muscle. Let us show you how to step up your total vehicle's performance to the new millinneum. Better acceleration. Better fuel economy. Lower maintenance. Stronger transmission (up to 700 lb/ft TQ). Lower Highway RPMs.
Just some of the applicable late model and classic European muscle machines the Omega 6-Speed Auto low-profile, retrofit transmission will fit.
Just some of the applicable late model and classic US muscle machines the Omega 6-Speed Auto low-profile, retrofit transmission will fit.